Carburetor attachment



March 27, 1928.

M. MACKIE CARBURETOR ATTACHMENT Filed May 1922 INVENTOR. Michell MackteATTORNEY.

Patented Mar. 27,1928.

MITCHELL 'MAGKIE, or WAU-KESHA, wrsconsm, nssrenoaro M TCH LL MACKIECOMPANY, or MILWAUKEE, Wisconsin, A CORPORATIONOF wrsoonsm;

cnnnunnron "ATTACHMENT,

Application filed May 19,

This invention relates to a newan'd useful -a-ttachmentifor acarburetor, and 1s moreespecially des gned for 13186111 connection withinternal combustionengines of that type em- 5 ploye dnas the motivepower for vehicles.

, Many. attempts have been madeiin the past 7 to t'ac ilitatethestarting of internal combusgtionenginesimcold weather allot whlchhave-met with moreor less failure, that --theydo not operate exceptafter the engine has been running 'for sometime, as in t he caseofdevicesemploylng the englne'exhaust gasesaas aheatin-g medium, orelseJthey inevolve other complicated electrical appliances 5arrangeldtofheat the :entire charge and re quiringlarge radiatingsurfaces.

In view of the above and other objections.

to internal combustion engine charge heating 7 devices -now ingeneraluse, this invention has torrone of ltSzObjBCtStQPlOYldG a device so 7designed'and constructed asto be capable of application tocarburetorsinuseor at the time of their manufacture and which require but a smallheatingsurface-which comes in 2, contact with the. initial fuel and ispreferably renderedinoperative afterthe engine has started .or becomewarm by its own opera: tions.

.Soine -ofzthe conventional types of earhuretors now, onothe market havefaby-pass Jlea'dingfromthefuel supplyto a point adjacent the engine sideof the throttle valve when ininearly closed position so that a'rich C,plugged and the screwing'therein'of one end i of a heating unit whereby,the fuel drawn through the passage is thoroughly heated v :by. contactWith theaend of the heating memo.ber-to, assis t the startingoperation'of the ;engine;

It:is a .further object of this invention to I V providerasheatingunitso designedfan'd con 9 structed as to require but a minimum amountof energy topr o-perly heat the radiator plug heatingofnan excessive;area: oi the ca'rbure-V tion;

1922. serial No. 562,195;

tor device but the heat is applied and limited as much as possible tothe fuel passing through the bypass to the engine side of the throttlevalve.

The priming of an internal combustioniem gine, when cold, may have adeleterious effect as the heavier particles of the raw tu'eldonotignite,but may leak past the pistons" into the crankcase, dilutingthe lubricating oil 'thei'ein'and causing-a severelossin', engineefficiency. Therefore, this invention has'for I a still ,jfurther objectto provide means for priming anengine and, at the same time,eliminatecrank case oil dilution.

With the aboveand other objects in view which will appear as thedescription proceeds, my invention resides in the novel construction,combination and arrangement of 7 parts substantially as hereinafterdescribed and .more particularly defined by the appended claims, ,itbeing understood that'such changes in'the precise embodiment of theherein disclosed nvention may be made-as come, withinthescope of theclaims.

In: the accompanying drawings, Ihave illustrated one complete exampleofthe physical, embodiment of, my invention constructed accordingto thebest mode 'I'have so;far devised for "the 'ipractical application, oftheprinciples thereof, andinwhich:

Figure 1 is a top View ofone type ofcarburetor equipped with myinvention, parts thereofbeing broken away and in section to more clearlyillustrate details of construc- Figure 2 is .a detail view ofthe'heating nnit detached from the carburetor, said view form of myinvention illustrated in Figure 3 with a carburetor.

-111 the drawings,.th e numeral5 designates v the fuel bowl or floatchamber of'a.carbure thereof whereby noenergyis Wastedby the tor havingaimixing chamberltl connected outlet 7 which is connected with amanifold 8 and controlled by a throttle valve 9. Air is supplied thecombustible mixture through a controlled air inlet 10. i

In a number of carburetors, an idling bypass 11 is formed in the sidewall of the mixing chamber with its outer end communicating with theinterior of outlet 7 adjacent valve 9, when in closed position, and itsinner end terminating in a pocket or recess 12 connected by a duct 13with a well, or fuel passage 13, communicating with the mixing chamber.

The by-pass 11 comes into play when the engine is being started with thethrottle valve substantially closed when the raw liquid fuel in thewell, with which duct 13 communicates, is drawn therethrough into theengine cylinders. The drawing of liquid fuel into the cylinders of acold internal combustion engine for starting is objectionable in manyways as the heavier particles of the raw fuel leak past the pistons andinto the crank case and mix with the lubrieating oil, diluting the same.Furthermore, this raw fuel entering the cylinders tends to dampen thespark and thus hampers instead of facilitates the starting of theengine.

In practiceI have found that very efficient results are obtained byinternally threading recess 12 and inserting therein a heating element,with which all fuel passing through by-pass 11 is subjected and thusreduced to a substantially'vapor state or at least sufficiently heatedso that the heavier particles vaporize readily and thus eliminatedampening of the spark and consequently greatly facilitate starting.

As illustrated in Figures 1 and 2, the means I provide for heating thefuel consists of a plug or stud member 14, the opposite ends of whichare threaded, as at 15 and 16. end 15 being preferably corrugated, as at17, and secured in recess 12 with its inner end adjacent the innertermination of by-pass 11 and flange 18, formed on stud 14, engaging thecarburetor casting.

That portion of stud 14 between flange 18 and end 16 is provided with aninsulating covering of mica, or the like 19 around which is wound aheating coil or element 20, one end of which is electrically connectedwith stud 14 by a securing nut 22 for a sleeve or guard 23 enclosing theheating element. The sleeve or guard is insulated from nut 22 of theheating element and'from flange 18 by washers 24 and the other end 25 ofheating element is electrically connected with the sleeve so that asuitable terminal 26 may be conveniently electrically connected therewith to afford means for connecting the heat ing element, a one wirecircuit. It will be readily appreciated that coil'20 may be insulatedfrom stud 14 and connected in a two wire circuit.

With end 15 corrugated as illustrated an increased heating surface isprovided and in the operation of the device, fuel drawn into recess 12strikes end 15 and is reduced to a vapor state or else heated to adegree sufii cient to volatilize the heavier particles and facilitatestarting of the engine.

As illustrated in FigureB, the stud designated at 14' may be hollow andhas a tubular stem or nozzle 27 projected centrally therefrom which isdirectly connected wit1 the conduit 13 so that all fuel drawn throughby-pass 11 is first drawn into a heating chamber 28 within stud 14 andthen out through apertures 29 and bypass 11 leading to the intakemanifold. The chamber 28 is connected with the fuel supply in the mannerillustrated in Figure 5 and previous to securingthe attachment inposition, the screw or nut 30 fixing the conduit 13 in place preferablyhas its central bore tapered to have a snug fit with the tapered end ofthe nozzle 27. a

What I claim as my invention is:

1. The combination with a carburetor having a fuel mixture passageadapted for connection with an engine intake manifold, a; throttle valvein the passage forcontrolling the volume of air and fuel supplied theengine and a by-pass formed in the wall of the fuel mixture passage andleading direct from the fuel supply to the fuel mixture passage near theengine side of the throttle valve, of means for heating only the fuelpassing through the by-pass and including an electrical heating member.

2. An attachment of the character described, comprising a tubular stemhaving one end threaded to provide means of securement in an openingcommunicating with a carburetor idling by-pass, a nipple extended fromthe tubular stem into the fuel passage of the by-pass, the bores of saidstem and nipple communicating, an outlet connecting the bore of the stemwith the outlet side of the fuel passage, whereby fuel flowing throughthe fuel passage enters the tubular stem through the nipple'andre-enters the passage through the outlet, and a heating element carriedby the unthreaded portion of the stem. V

3. The combination with a carburetor having a fuel mixture passageadapted forconnection with an engine intake manifold and an idlingby-pass one end of which is connected with the source of fuel and theother with said passage, said by-pass being formed in the walls of thecarburetor and having a substantial bend therein at a medial point of aheating member adapted to be inserted into said by-pass at the bendtherein whereby fuel fiowing through the by-pass contacts with saidmember as it passes the bend therein. a I a 4. The combination with acarburetor havof said nipple being inserted into said pascoil forheating the nipple and cylindrical ing a fuel passage medially formedwith a and communicating with the outlet portion substantial bend, of acylindrical member, a of the passage, whereby fuel flowing through 10heat conveying nipple extending from one the passage flows through saidnipple and end of the cylindrical member, the outer end cylindricalmember, and an electric heating sage at the bend therein, said nippledismember. charging into the cylindrical member, an

outlet leading from the cylindrical member MITCHELL MACKIE;

